Tractor-engine.



. EAsoN @I R. OQ HENDRICKSOIIL TRACTOR ENGINE.

APPLICATION FILED Nov. I. 1913.

Patented Nov. 28; 1916.

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uuononuuu I www C. M. EASON @L R. 0. HENDRICKSON. TRACTOR ENGINE. APPLICATION msn Nov. l. |913.

Patented Nov. 28, 1916.

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C. IVI. EASON & R. HENDRICKSON.

TRACTOR ENGINE.A

APPLICATloN mit)v Nov. 1. |913.

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TRACTOR ENGINE. APPLICATION FILED Nov. I'

Patented Nov. 28, 1916.

I3 SHEETS Lows@ I( C. IVI. EASON GLAR. 0. HENDRICKSON.

TRACTOR ENGINE. APPLlcATloN FILED Nov.1. 1913.

Patented Nov. 28, 1916.

I3 SHEETS-SHEET 5 C. M. EASON III R. 0. HENDRICKSON. TRACTOR ENGINE.

l APPLICATION FILED NOV. I. |913. 1,205,982. Patented Nov. 28, 1916.

13 SHEETS-SHEET 6| MMM/WM C. M. EASON& R. 0. HENDRICKSON. TRAcToR'ENfsmEi mww.

TRACTOR ENGINE. APPLICATION FILED Nov. l'

Patented Nov. 28, 1916.

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C. Ni. EASON & R. 0. HENDRICKSON.

TRACTOR ENGINE. APPLIcAloN FILED Nov. l. |913.

Patented Nov. 28, 1916.

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' C. M. EASON 6I R. 0. HENLD'RICKSON.

TRACTOR ENGINE. APPLICATION FILED Nov. I, I9I3.

Patented Nov. 28, 1916.

l II3 SHEETS-SHEET Il.

C. IW. EASON 6; R. 0. HENDRICKSON.

TRACTOR ENGINE.

APPLICATION FILED HGV. l. |913.

'Patented Nov. 28, 1916.

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c. M. EAsoN & R.

O. HENDRICKSON.

TRACTOR ENGINE.

APPLICATION FILED Nov.1

' im. Patented Nov. 28, 1916.

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CLARENCE M. EASON AND ROBERT 0. HENDRICKSON, CLEVELAND, OHIO, ASSIGNORS TO WALLIS TRACTOR COMPANY, 01E' RACINE, WISCONSIN, A CORPORATION OF 71S-v CONSIN.

TRACTOR-ENGINE.

Specification of Letters Patent.

Application led November 1, 1913. Serial No. 798,68*?.

To all whom 'it may concern.'

Be it known that we, CLARENCE M. EAsoN and Ronnn'r. O. HENDRICKSON, citizens of the United States, residents of Cleveland,

`in the county of Cuyahoga and State of is supplied by means'of gasolene or other. hydrocarbon engines and each of wh1ch,.

therefore, includes in yits construction, in addition to the frame, ground wheels and motors, steering means, a radiator, a/water circulation pump, and a clutch, a transmission and differential between the motors and the traction. wheels.

The invention concerns more particularly the general construction of such a tractor engine and a number-,of the features thereof,

and-has for its purpose and object to in-` crease the' strength andrigidity o,f the frame and other parts while 'at the 'same time substantially decreasing the weight thereof and. providing a simpler and .more compact construction than thoseV of the prior art and the parts of Iwhich shall be easily accessible for the purpose of making repairs and the like. These and other ad` vantages which will appear from the fl.

lowing description are. attained in our improved form of tractor engine.

In the accompanying drawings, we have shown and inthe following specification have described in detail avpreferred form of our invention but it is to'be understood that the specific disclosure is for the purpose of exempliication only and that the scope of our .invention is to be gathered from the 'following claims in which We haveendeavored to distinguish it from the prior art soffar as known to lus without, however, relinquishing or abandoning any portion or feature thereof.-

In the drawings', Figure@ 1 is a side elevation of a tractor embodying my invention;

Fig. 2 a planview of the same; Fig. 3 a

similar view with parts removed to show interior construction and Ypartlybroken away on one side; Fig. 4 a central vertical section with` parts shown in elevation; Fig. 51 an' enlarged vertical section on the line 5-5- of Fig.A 4 looking in thedirection' of the arrows; Fig. y6 an enlarged vertical transverse section upon the line 6-6 of Fig. 4; Fig. 7 a fragmentary view of a detail of the steering mechanismin plan; Fig. 8 a

fragmentary view of the same .part in side.

elevation; Fig. 9 a transverse sectionJ partly in elevation, showingA a detail of the rear axle construction; Fig. 10 an enlarged central, longitudinal, vertical section upon the rammed Novgas, raie. A

same plane 'as Fig. 4 upon an enlarged scale` of a portion of the apparatus only, and

showing certain parts or details in section,

represented in elevation in Fig. 4;.Fig. 11

a front elevation-of aA detail shown in section in Fig. 10; Fig. 12 a horizontal central section showing a detail ofthe rear portion of the machine; Fig. 13 a fragmentary side elevation on an` enlarged scale showing the engine bodies andthe speed governor; Fig. Y14a section on line 111-14 of Fig. 13 looking in thedirection of the arrows; Fig. 15 a side elevation showing the means-for controlling the throttle valve of the engine and a breaker boxof the magneto; Fig. 16 a detached fragmentary view partly in section,

.showing the steering mechanism; Fig. 17 ,a'

vertical transverse section on line 17-17 of Fig. 19, showing the clutch mechanism inI elevation; Fig. 18 a fragmentary sectionl of a detailvthereof; Fig. 19 a central, vertical,.

broken line 20-20 of Fig. 17; 21 is a vertical central section through the rear portionv of the bodyr of the tractor showing the internal parts in elevation; Fig. 22 is a transverse section upon the planes of the broken line 22- 22 of Fig. 21, looking in the )direction of the arrows; Fig. 23 a fragmentary""elevation on an enlarged scale of the operating `parts of the/transmission;`

mechanism shown in Fig. 4; Fig. 24 a transverse section through the same mechanismon the line 24-24 of Fig. 23; Fig. 25a.

transverse section upon lthebroken line `25--25 of Fig.l 4 showinga portion of the frame of the tractor; Fig. 26 a transverse section; partly in elevation-upon the line 26-26 of Fig. 21, showing 'the differential mechanism; Fig. 27 a viewat right angles thereto', on the line 27-27 of Fig. 26; Figs. f

-28 and 28* transverse sections of modified .ment of the transmission differential and clutch.

Referring now more particularly to Figs.

' tions* 31, 32 secured thereto by riveted .flanges 33,34 and which serve not only as 1. 2 and 5, it will be seen that the main frame. of the tractor comprises a longitudinal trough-shaped body member or frame 21 which is preferably. U-shaped in cross-section, as seen 'in Fig. 5, and may be formed from a` single sheet of boiler plate or the like, bent or curved to the shape shown 1n said gure by die-pressing or other means,

the side walls of the trough being substantially parallel as shown in Fig. 3, but the depth of the trough increasing from the front to the rear of( the machine (see Fig. 4),

' providing an inclined bottom to the trough though the upper edges thereof are substantially horizontal in the machine as assembled. While the form just described is that preferred by us, the longitudinal body member ofthe tractor may, if desired, be

built up of several longitudinal membersl and may be rectangular in cross-section, an example of this form of construction being seen in Fig. 28, or .the Vbottom of the trough may be horizontal, the form shown in Figs. 1, 2 and 5, however, being that considered fnost desirable. The /main feature of this element, however, which is common to both of the described forms, is that itis a' continuous trough, which as shown in Fig. 4, supports and substantially incloses practically all the working parts, which in prev' vious constructions are more or less exposed to injury andthe accumulation of dirt, and forms an oil pancommon to the same. At itsforward end the body ember is secured as by riveting to a ycast or forged head. 23, called hereinafter the forward casting, which for the purpose of attachment to the body member comprises a hollow shoulder portion 24, the cross-sectional shape of which 7conforms to that of the end of the troughs shaped body member to whichy it is secured (see Figs. 4 and 25).' At its forward end said casting is in the form of a ring or hollow cylinder 25 which receives the steering head `26 of the machine and also supports the fuel tank. 27, both of which will be described later, the connection between the shoulder I portion 24 and the cylinder having the form vder to the cylinder.

of a hollow, troughlike, tapering' neck v28 which ir. the assembled machine,'as shown in Fig. 1, inclines upwardly from the shoul- At its rearward end the casting is formed with an interior, transverse web or flange 29 vhaving asemi-circular recess in its upper edge, which web forms part of a baffle vand front-inclosing wall for the motor, as ,will be more fully hereinafter described (see Figs. 4, -10 and 25).. The rear end of the body member is,

vat 44, and the transmission or closed by a flanged plate 30, the flanges of which extend within said body member and are preferably attached thereto by rivets or otherwise, vand at suitable intervals in its lengththe trough of the body member is provided with transverse plates or part1- shaped body member not only serves as a frame and protection for the movable parts of the machine, but also as an oil pan and the partitions, in addition to their functions stated above, properly determine the location of 'the pools of lubricating oil with reference to the mechanisms which they serve. The general arrangement ofthe operating mechanism iWithin the body member is best shown in Fig. 4. The motor engines 43, 43. of any suitable or approved. design are mounted at ,the forward end of the body member, the fly wheel therefor being shown speed changing mechanism at 45. e, In the preferred form of our invention l.the differential lis located rearward of the transmission as seen at 46, Fig. .4, and drives a pair of ybull pinions 47, 47, which engage interior gears 48, 48 upon. the rear ground or` traction wheels 49, 49 (see- F igs. 4, 5, and 26). While this is our preferred construction, the bull pinions and differential may be located yforwardly of the. transmission, as shown in Fig. 29, and this construction. has certain advantages, particularlyin connection with Very heayy machines by reason of the stress .and straln upon the parts-as will be more fully explained at a later point in this specifica'tion. The driving member `50 of the clutch mechanism is mounted directly upon V.receives the steering head. The fuel tank so f los y llO 27-is preferably circular to conform to the ringd and may be made in any suitable manner resting at its lower end 'upon an annular shoulder 53 formed upon the inner wall of vthe cylinder casting. Near .its lower end .said cylinder is formed or provided with an interior groore54 which forms-a race for balls 55 interposed between` said cylinder and the reduced upwardly extending portion 56 of` the steering head. The latter consists of a casting 'y comprising a ,hollow circular head. annularly rabbetted to extend within the stationary casting 25, and a pair of forks f 57, the members of lwhich extend downward upon opposite sidesfof` the' guide wheel 58,

as seen in Figs. 1, 4 and 6. Each 'of the forks 57 is cast with a slot 59 open at its lower end, faced on either side with flanges 60, 60, and having an end flange 61, the whole forming a boxing for the sliding bearing block 62 in which the corresponding end of the guide wheel axle 63 is journaled. Between said sliding block and the end flange 61, in each fork, is mounted a heavy compression spring 64, the springs together serving to ease the connection of the front axle to the steering head and cushion the jar caused by irregularities of the ground over which the guide wheel travels. The lower end of the slot, which as above described is cast open, is closed after the bearing blocks and wheel axle are in place by spacing sleeves 65 through which bolts 66 extend, said bolts being provided with heads 67 and nuts 68 to hold the same in place. As shown, the front or guide wheel is providedwith a central annular rib 69 to secure a firmer hold upon the ground over which the tractor travels (see Figs. 4 and 25), and the steering head and wheel are free to turn upon a vertical axis upon the ball bearing within the casting ln order to turn said head, to the annular portion of the same within the stationary casting is bolted an annulus 56, closing the top of the ball race and formed with a groove 70 to receive a wire cable or chain 71 (see Figs. 4, 7 and 8) which surrounds said head and is secured lagainst motion circumferentially of said head by being passed through a hole 70 in said annulus and around a pin or bolt 71. Said cable extends through openings or passages 72, 72 formed in opposite sides of the cylindrical casting and closed guides 73, 73 to idler pulleys 74, 74, likewise upon 0pposite sides of the machine, and thence to a pulley or sprocket 75 upon a gear 75a journaled in bracket 78 and engaging pinion 7 5b upon the steering shaft 76. The periphery of the pulley is made to fit the links of the chain in a us 'ial or obvious manner to prevent relative slip (see Figs. 4 and 16). The steering shaft is provided with the usual hand steering Wheel 77 and is journaled in bracket\78 attached to tire end wall 79 of the engine housing. The bracket comprises a'sleeve set at an angle to the securing plate thereof and which receives the shaft, and the end wall of the housing is formed with suitable openings for the 'passage of the chain or cable.

A seat 80 convenient to the steering wheel and to the various levers and controls is pro vided for the operator as shown in Fig. 4

and upon each side thereof wheel guards 80 protect the operator from dust, etc.

. The construction by which the body of the tractor is suspended from the rear or tractor wheels will now be described with reference particularly to Figs. 1, 4, 5, and 9.

the- `bel' and the other The Wheels 49, 49 may be constructed in any usual or preferred manner and as shown, each consists of a broad rim 311 connected -to a hub 312 by metal 'spokes 313 extending through flanges 314 formed upon the hub of the wheel and secured thereto by nuts 3 15. The internal racks referred to above are connected to the wheels by angle iron 316 to which they are bolted. The journals 317, 317 upon which the wheels are mounted are 7 formed integral with a U-shaped axle forging 318 of a form to extend under and partly surround the trough-shaped body of the tractor. rlhe latter is" reinforced adjacent the axle forging by a band 319 of heavy metal preferably riveted thereto see Figs. 1 and 5) to the upper ends of which are riveted or otherwise secured heavy angle pieces or brackets 320, 320. The axle forging 318 is formed at its opposite ends with vertically extending pockets 321, 321 (see dotted lines in Fig. 5), which receive heavy springs upon which the brackets 320, 32() on the body rest, and which consequently support the body of the tractor out of immediate contact with the yoke or forging. rlhc latter is formed with shoulders 323, 323, in line with and below the pockets and a bore concentric with each pocketand extending through thev shoulder receives a bolt or rod 324, which extends through the spring in the pocket and through' a perforation in the supporting bracket resting upon the spring and is provided with a head upon its upper end and a nut upon the lower end. Between the nut on the lower end of the bolt and the shoulder through which it extends is placed a compression spring 325 encirclingv the bolt and cushioning and limiting any upward movement of the tractor body with reference to the yoke. It, will thus be seen that the tractor body is held against 'exces sive vertical movement in either direction but sufficient movement and cushion are provided to prevent undue shocks to the mechanism.

ln additionto the means heretofore Adescribed for maintaining theposition of the body member relatively to the axle or U- shaped forging, two transverse perfor-ations at its lower part through which extend the rods 37 and 39, the former of which is connected. to a bracket 38 riveted to the front casting and front end of the trough-shaped memof which'extends to the rear of the body member where it is received by a bracket 40. A spring 41 between the yoke and the nut 42 on the forward end of the rod 39 serves to give some resiliency to 125 the connection.

The manner of mounting the motor is best shown in Figs. 3, 4 and 6.` As shown more particularly in Fig. 6, the upper edge of the body member 21 is reinforced by an 130 the latter is formed with angle iron 81riveted or otherwise secured thereto, and the engines, together with the crank shaft and f immediately connected parts, are mounted in a bridge member 82 provided with fianges 83 which normally rest upon the angle irons 81 and are secured thereto by bolts 84. The bridge member 82 is also formed with hinge members 85 which may be cast integral therewith, and coperating members 86 lare mounted at suitable positions on onel of the angle irons 81, the hinge members on the bridge casting and angle iron respectively being secured together by pivots 87. These hinges are not essential parts of the securing means for the engine but come into service when for any reason it is desired to reach the crank shaft or other parts supported by the casting within the body member, it being only necessary for this purpose to remove the bolts securing the Iianges together and tilt the entire construction, including the engine, as a unit to a convenient position to reach the desired part.

The bridge casting 82 is in the form of a truss, the inclinedside plates 90, 90 of which support a horizontal plate, to which they engine cylinders are bolted. The bearings for the crank shaft 96 are severally supported from the bridge by a series of transverse' webs 92, each flanged along its inclined lower edges at 91, and Jformed with an upwardly extending arched enlargement 94, the interior 95 of which is babbitted to form one-half of the bearing for the crank shaft 96 and which is open below and provided with suitable guides to receive a pillowl block 97 which forms the other half of the crank shaft-,bearing (see Fig. 6). Each enlargement is cross-bored for the reception of bolts 98 which are formed at one end with heads for turning them and provided with nuts 99 at the other, the intermediate portion 100 of each bolt being threaded (see Fig. 6) to receive a wedge block 101 and adjust the same transversely of the crank shaft. ABy such adjustment and because of the contacting inclined faces'of the pillow block and wedge block, respectively, the former may be adjusted vertically to take up wear.' A cap plate 102 is secured by bolts 103 extending through the bridge casting from the cylinder ianges, and nuts 104, to the underface of each bearing enlargement and forms an under guide and support for the wedge block. This construction relieves the bridge casting from strains caused by explosions within the cylinders, the entire shock of explosion being applied directly to said cap plates through these bolts. The bearing enlargements 94 are shown in section at the ri ht in Fig. 4 and 1in elevation at the left o said figure. The cap plates 102 are extended below 'the shaft bearings to form bearings for a cam shaft 105 which is provided withl cams 106 i coperating with tappets 107, 107 mounted upon the pivots 108 for operating the valve 3,\ 1911, no further description thereof is,

necessary except to say that the cam shaft is revolved from the main shaft by gears 109,110 on the crank shaft and cam shaftV respectively, and drives the oil pump 143 which draws theoil through the iilter 144 l from the bottomh-of the trough andsupplies it to the enginethrough ducts provided for the purpose. l

At its forward end the bridge casting is inclined forwardly as at 111 to merge into a vertical plate 112 which, when the machine is assembled, is in register with the wall 29 of the front casting. In order to have a substantially dirt-proof joint at this point and at the same time provide for the extension of the crank shaft 96 to a point outside the housing a circular opening is formed at the meeting line of the walls 112 and 29 respectively, the inner periphery of the opening being grooved, as shown at 113 (Fig. 10) for-the reception of a packing disk 114, the edges of which extend lwithin said groove and are packed therein as shown at 115. The disk 114 is also provided with an opening through which the shaft 96 extends and which is grooved at 116 and `pro vided with a packing 117 which ts closely about the hub 118 of the belt-pulley 119 which is attached to the crank shaft at this point for a purpose to be presently described;

Upon the inclined front wall of the housing is bolted a bracket 120 having a socket 121 in which is adjustably secured a pair of screw rods 122 carrying a casting 123 which forms a housing for the circulation pump, to be presently referred to, and also a bearing 124 for a pulley 125 which is driven from pulley 119, heretofore adverted to, by means of a belt 126. shown as of usual character, are interposed between the pulley 125 and its arbor 124 and to theouter face of said pulley a fan 128 is secured. by a spider 129 which is bolted to the face offthe pulley.

Asheretofle stated, the casting 123 pro-l vides a housiiig for the circulation pump Ball-bearings 127 1,h

mounted and the former mounted upon a shaft 132 which extends at its forward end through the pulley bearing 124 and the fan, andl carries a yielding blade 133 which engagesl studs 134, 134 on the face of the fan (see Figs. 10 and 11). Casting 123 is further formed with oil channel 135 connecting with channels in the shafts 132 and 132 to justments thereof.

lubricate the same, a lubricant cup being shown at 136. rThe blade 133 by which motion is transmitted from the fan to the driven member of the rotary pump is of such strength as to readily-operate the pump under normal conditions but is sufficiently weak to give'way in the event of an obstruction to the rotation of the pump and save damage to the structure. adjustable rod supports 122 the belt may be adjusted as desired.

As before explained the radiator is mounted upon the front casting and it may be of ordinary construction and is in position to be affected by the air currents from the fan. It is connected to a manifold 137n leading to the water jackets of the motor by a flexible and detachable connection 138 of any suitable character and the pump is similarly connected to the lower ends of the motor water jackets by flexible and detachable connection 139, the circulation system being completed by a connection (not shown) from the pump to the radiator. The magneto is mounted directly upon a bracket 140, the armature being substantially co-axial with the crank shaft. rEhe magneto may be of any'suitable or well-known design and is driven from the crank shaft by means of a pin 141 extending from the face of pulley 119 and engaging a slot or groove 141 in the adjacent face of an arm 142 mounted upon the shaft of the armature. See Fig. 10). By reason of the particular connection employed accurate centering of the armature shaft with rela-tion to the crank shaft is rendered unnecessary, and the motor together with the pulley 119 may be tilted with its support for cleaning or other purposes without disturbing the magneto or making ad- The breaker box 145 of the magneto is adjusted by means of an arm 146 which is connected by link 147 with an arm 148 upon an oscillatory shaft 149 extending alongside the engine from a bracket 150 upon one of the side walls 80', where it is provided with a handle 151 within reach of the operators seat for convenient manipulation of 4the breaker box to advanceor retard the spark (see Figs. 4 and 15).

rI he hood 152 of the engine housing does not differ essentially from other constructions of the same kind. As shown in Figs. 1, 2,4 and 6 it is composed of a number of Aarticulated longitudinal sections 153, 154,`

155 'capable of being folded back, one upon the other, and provided along their lower edges with spring-pressed hooks 156, which are upturned at their lower ends and engage openings- 157 in the angle irons 81. The hood forms with the radiator and the end wall 79 a housing which substantially incloseswthe motors and their immediately connected parts, and it is to be noted that By means of the the bottom section at one 'side is notched or cut away at 158 to provide for the hinges between the bridge which carries the engine and the frame structure.

As heretofore stated, the motors proper 43 may be of any suitable design and the same may be said of the carbureter which receives its supply of gasolene from vthe tank 27 through the supply pipe 159 (see Fig. 15).

1n connection with the tractor illustrated we have shown a new and improved means for controlling the throttle supplying the engine with explosive mixture and thoughv the same, per' se, forms no part of the present invention it will be briefly described for the purpose of completeness. lt' may be said primarily that the throttle control is partially automatic and partially under the control of the operato-r and depends for its automatic control upon the pressure in the water circulation of the motor. Obviously at any point beyond the pump vwhich causes the circulation of the water, will depend and be, roughly speaking, proportional to the speed at which the pump is driven and the latter is driven at a speed which is proportional to the number of revolutions of the main shaft to which itis geared. Having this fact in view we have inserted in the circulating system and preferably between the pump and the water jackets of the engine a chamber 160, one wall of which is formed by a flexible diaphragm 161 which is, of course, responsive to the ressure within the chamber (see Figs. 13 and 14). For the sake of convenience, we have located this chamber opposite the space between the` engine units and connected the rigid backing plate-1 162, secured to said diaphragm, to a sliding `rod 168 which extends through an opening 164 in the .cover plate the pressure 165 between which and the rigid wall of the chamber 160 is clamped the edge of the flexible diaphragm 161. guided at its opposite end in a socket 166 formed integral with 'or mounted upon the fuel supply pipe 167 (see Fig. 14). A collar 168 is pinned or otherwise secured to the rod 163 and connected by a link 169 with an arm 17 0 upon the butterfly throttle valve 171 within the fuel supply pipe. Obviously, the extent of opening of the throttlevalve depends upon the longitudinal position of the ro-d 163. A second collar 17 2 is free to slide upon the rod, subject however,`to a limitation of its movement with reference thereto by a. pair of set nuts 173 and a spring 174 interposed between the same and the fixed collar 168. The loose collar 172 is connected by a link 175 with an arm 176 upon adtubular shaft 177 surrounding the shaft 149 before mentioned, and the osition of which is controlled by a handle 1 8 adjacent the handle 151 and within easy reach of the operator (seeFig. 15). As seen vmore spark control `tween which is clamped a compression spring 184 which tends to move the shafts relatively to each other longitudinally inl Such a sense as to cause the tapered bosses upon the handles 151 and 178 to grip the tapered seats so that the handles are held in adjustedposition by friction.

. sure in the chamber-160 pinion and serve to A 185 are of course two in number v, v an annular plate bolted tothe .1: QL-'187g The crank shaft 96 W ith the described construction by setting the handle 17 8, the position of the loose col,- lar 172 of the valve operating rod may be determined through the tubular shaft 177,

arm 176 and 'link 175. Thus the maximum opening of the throttle valve may be determined since until the pressure of the spring 174 is overcome the sleeve 172 remains a fixed distance from the sleeve 168. When, however, the water pressure within the cir-l culating system and more particularly withinthe chamber 160 rises sufficiently to partially compress the spring, the butterfly valve will be correspondingly and automatically adjusted to partially shut off the fuel supply. lAs heretofore pointed out, the presdepends uporrthe rapidity of motion of the pump and hence of the motor. It follows that the throttle will remain in the position to which it is adjusted by hand until a certain maximum sp ed of the engine and pressure of the wa ernirculation is attained and when that limit is exceeded the throttle valve will be closed againstthe pressure of the spring.

The exhaust of the moto'rdoes not differ essentially from that commonly employed except in that the waste gases or a portion thereof are led bya conduit 185 toa point just in advance of the engagement of the bull pinion with the internal gear on each side of the machine. lAt thispoint .the gases are directed .into the bite of the gear and blow out and expel any foreign substances which might otherwise cause excesslwe wear of the gearing, and to lubricate these parts with the oil contained in the spent gases. The pipes and branch from the common-exhaust manifold 186 of the engine.

which we prefer to employ s shown in Figs. 4, 16, 17, 18 and 19. Re rring more particularly to the detail figures it will be seen that as above stated the driving mem ber of -the clutch 50 is attached directly to one face of the fly wheel and consists of iy wheel. at projects beyond its attachment-to the 'y wheel and is re- The particular form of'clute mechanism ner face of the driving clutch member 50.

An annulus '193 is mounted to engage the y outer face of the driven clutch member 50,

it being supported for this purpose from the spider 191 byheaded pins 194 extending through said annulus and spider respectively. The degree of separation of these' driven clutch members is limited by the heads 195 and nuts 196 upon thev pins 194 and these members are normally pressed toward each other and toward the intermediate driven clutch member by springs 197 which are compressed between the heads of the pins and the adjacent face of the spider. The spider and annulus may, if desired, be provided with suitable friction material for engaging the intermediate driving clutch member and under normal conditions clamp the latter and rotate with it. When, however, it is1 desired to open or" unship the clutch, this maybe accomplished by means ofthe levers 198 which are pivoted at 199 to ears 200 cast upon the spider. The shorter arms 202 of these levers engage adjustable screw studs 201 projecting from the annulus 193 and their by 'a collar 204 to -force them inwardly toward the fiy wheel and cause the shorter arms of said levers to bear upon the screw n studs 201 vand so force the spider and annulus apart and away from the intermediate clutch member (see Fig. 20).l It should be observed that Lboth the' driven clutch members are free to have axial movement so that when the levers are operated neither.

bears with any force upon the driven clutch member.` This movement of course is very slight.

In Figs. 4 and 19 is shown a driven shaft 207 which extends through the transmission casing and to .the rear of themachine forl a purpose which will presently appear. This shaft is connected at its forward end to the driven clutch member by a well known means comprising, in addition` to said collar 190, a collar 208 which is pinned tovsaid shaft 207 andan intermediate member 209, there being a diametrical tongue and groove connection 210 between said collar 208 and intermediate member 209 and a somewhat similar tongue and groove connection 211 between said intermediate member and the collar 190, the matching of the parts being sufficiently loose to take care to collar 190 at 192 and llonger arms 203 are adapted to be engaged f lwill show wall 30 of the body member.

of any slight lack of alinement between the crank shaft and the driven shaft 207.

The-collar 204, above referred to, for operating the clutch levers surrounds the collar 208, but is axially movable with reference thereto, and is operated by a forked lever 212 which is pivoted at 213 to a fixed part of the machine (see Figs. 4, 19 and 21), and to the collar 204 at opposite points thereof. Intermediate its provided with an anti-friction roller 214 which is borne upon by an eccentric cam 215 rigidly secured to a pivoted pedal 216. said pedal and cam being respectively keyed or pinioned upon a sleeve 217 (see Figs. 21 and An inspection of these figures 216 and the cam is mounted in bearings 219 and 220 in a cast plate 221 forming a part of the machine fraaie and bridging the trough-shaped body member 21 at this position.

The shaft 207 which, as above stated, is driven through the intermediary of the clutch by the crank shaft of the engine. extends through the partitions or bridges 31, 32, forming the support for the transmission to be presently described. and through the rear. wall 30 of the body .member to a. point beyond the same where it is provided with a ,handle 236 for cranking or turning over the engine. A cast metal housing 237 (see Figs. 4 and 12) vsurrounds sha-ft 207 at this point being provided with a roller bearing 23S and thrust bearing 239 about the shaft and bolted or otherwise secured to the rear Beyond the.

i housing the shaft is provided with the usual clutch member 240 for the handle.

yino'untedupon the inner end with a suitable clutchl face 243 for engaging a clutch sleeve 242 keyed upon the y `Within the housing-a bevel gear 241 is loosely shaft and formed on its shaft for aXial movement relative thereto and rotary movement therewith. A shifting fork 244 is operated by handle .245 to control the position of the clutch sleeve with reference to the bevel gear, to thro7 the latter into and out of engagement with shaft 207. A counter shaft 246 is mounted in Y bearings 247, in a cast sleeve 248 secured to housing 237 ati-ight angles thereto, a thrust bearing 249 transmitting the end thrust of saidcountershaft to said sleeve, and said countershaft has pinned to its inner' end a bevel gear 250 engaging bevel gear 241Vabove mentioned, andl on its outer end a-'belt pulley 25 which may be used to drive other mechanisms. Normally the clutch sleeve 242 will be out of engagement with pinion 241 and the countershaft Will accordingly be stationary. the drive shaft revolving loosely Within said pinion, but when it is desired to drive other machinery from the tractor the clutch sleeve 1s thrust into engagement ends this lever is that this sleeve carrying the pedal y lloosely journaled thereon in Figs.

the countershaft with its pulley revolved. At'such times. of course, the driving-connection to the ground wheels through the transmission is broken.

)Vc will now proceed to describe the particular form of transmission embodied in our improved tractor. with ieference more particularly to Figs. 4. 5, 21, 23 and 24. The, shaft 207 is provided with roller bearings 251, 251 within bosses formed upon the transverse partitions 31. 32 and two spur gears 252. 253 of different diameters are mounted thereon between said partitions but spaced apart for a purpose which will appear. Beneath the shaft 207 and parallel thereto is mounted a short countershaft 254. which is likewise journaled in housings 255.

with the gear and driving gear of the differential to be Y presently described. Between the transverse walls 31, 32 a double pinion 250 is splined upon the shaft 254 for axial movement thereon, the individual pinions 260, 261. of said double pinion being of different diameters to mesh respectively with the pinions 252 and 253 upon the shaft 207, accordingly as said double pinion is shifted to one end or the other of the transmission casing. Obviously by this arrangement with theI same speed of the driving shaft 207. either of two speeds may be obtained in the countershaft 254 at pleasure. `rIhe means for shifting -the double pinion will be presently described but in the meantime it is to be noted b v reference to Figs. 3, 5, 21 and 24 that a fixed shaft 262 extends parallel to the other shafts of the transmission and has a. reversing gear wheel 263 capable of axial as well as rotary motion, which is of such length and diam- Veter that when the double pinion is in the intermediate position in which it is shown 3. 4 and 21, said reversing gear wheel may be axially adpisted to mesh with vthe pinions and 260 whereby the shaft 254 may be driven in the same direction as the shaft 207 and the machine thereby reversed and caused to trayel backward.

The means for shifting the double pinion and the reversing pinion are best shown in Figs. 5, 23 and 24. Upon a guide rod 264 is slidably mounted a shifting fork 265 which engages the collar connecting the members of the double pinion, and upon a similar guide vrod 266 is mounted a shifting* fork 267 which engages vra groove 268 in thc hub or collar of the reversing pinion 263.

Above the sleeves 269, 270, encircling the respective guide rods, the shifting forks are -formed with T-shaped cross heads 271, 272

operating lever 273 see Figs. 23 and 24). 

